JPH0423138B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a device for safely protecting a fixed structure from damage caused by a collision with a vehicle or the like. More particularly, the present invention relates to an improved fender panel for a reusable impact attenuation device for absorbing and harmlessly dissipating the impact energy of a colliding vehicle.

Rigid guardrails and similar fixed protection devices are installed along vehicle traffic routes, such as highways, for the purpose of preventing vehicles from colliding with fixed structures, such as side walls, columns and signal supports. It is known that it can be used. A common practice is to install a rigid guardrail between the vehicle traffic path and a fixed structure to divert the vehicle from directly colliding with the fixed structure. Such devices are of limited value because they do not slow the vehicle to a controlled safe speed to provide maximum safety and minimize injury to the occupants of the colliding vehicle. Furthermore, such devices create the problem of forcing the colliding vehicle back onto the road and into the path of other moving vehicles.

In addition, by arranging and utilizing multiple energy-absorbing buffer elements in a chamber that shrinks by entering into each other like a sandwich or telescope in the event of a collision, fixed structures are protected from damage caused by colliding vehicles. Improved reusable shock damping devices are also known. The aforementioned chamber is partially formed by the fender panels, which in their normal position extend rearwardly to properly reorient the vehicle after a side impact against the protection device. US Patent Nos. 3,674,115 and 3,944,187 disclose such reusable shock damping devices having liquid and solid damping elements, respectively.

Although the reusable impact damping devices of U.S. Patents 3,674,115 and 3,944,187 are highly advanced and widely accepted and recognized, after a crash,
Problems often occur. In particular, a direct vehicle impact on one of the impact damping devices forces the fender panels out of their normal position. As a result of this, there is an increased risk that not only the fender panel but also the support structure of the shock damping device will be damaged by wind or other causes until the shock damping device returns to its initial position. Furthermore, if a second collision occurs before the impact damping system is able to function properly, the fender panel pushed out of its normal position limits the ability of the impact damping system to function.

As is known, the fender panels can be hinged to laterally extending diaphragm panels and inwardly connected by springs connecting the free end of each fender panel to the diaphragm member adjacent the opposite end of the fender panel. can be pressed. However, such springs have the problem of allowing the fender panels to flap in high winds. Furthermore, such springs are stretched beyond their elastic limits during severe collisions, and the pressing effect is reduced when the distance between the diaphragm members is reduced due to interpenetration of the chambers. . A reusable impact attenuation device holds the fender panels in their normal positions before a crash, and after a severe crash,
There is a need for an improvement that allows the diaphragm members to return to their normal positions even if the distance between them becomes short.

It is therefore an object of the present invention to hold a fender panel tightly against an overlapping adjacent fender panel until a collision occurs, and to immediately remove the fender panels after the collision, even if the chambers intersect with each other during the collision. It is an object of the present invention to provide a reusable fender panel for a reusable impact damping device that is configured to return to its normal position.

The present invention relates to an improvement in a reusable impact attenuation device for safely protecting fixed structures from damage caused by colliding vehicles and the like.

According to the present invention, a recoverable fender panel for a reusable impact damping device is provided.
In the present invention, damping elements are provided in a forwardly extending row of rigid backing members adjacent to the fixed structure. A plurality of diaphragm members are spaced within the row and extend outwardly across the row. A fender panel is pivotally connected to each end of the diaphragm member and extends rearwardly from the associated diaphragm to partially overlap a fender panel connected to a subsequent diaphragm member. A biasing device interconnects each fender panel and the diaphragm member, with the fender panel pivotally connected to the diaphragm member and biasing the fender panel laterally inwardly.

Preferably, the biasing device includes a helical extension spring connecting the fender panel to the associated diaphragm member in a substantially isosceles triangular manner. The helical spring is attached to the diaphragm member laterally outwardly of the row of buffer elements to prevent the helical spring and the buffer elements from interfering with each other. Preferably, a non-rigid coupling device, such as a cable, connects the bucking member and the diaphragm member, and the fender panel is connected to the non-rigid coupling device by a releasable clip. The clip can be made of wire and prevents the fender panel from flapping before a collision.
During a collision, the fender panels release to absorb and dissipate energy. The extension spring can be made of stainless steel to prevent corrosion and can be easily installed with threaded holes.

The invention will now be explained with reference to the drawings.

In FIG. 1, a first impact damping device having a recoverable fender panel according to the present invention is indicated generally at 10. The illustrated shock damping device 10 includes a rigid backing member 12 similar to that shown in FIG. 5, and is typically secured adjacent to a stationary structure to be protected near a motor vehicle trafficway, such as a street or highway. Bucking member 12 is provided to reinforce the stationary structure. In front of the backing member 12, a plurality of abutting rows of damping elements 14 are provided, which damping elements are partially filled with an incompressible fluid capable of being water.

Buffer element 14 is a collapsible cell cartridge with properties that maintain flexibility and watertightness in extreme heat and cold conditions. For example, and without limitation, the damping element 14 may comprise an open-topped vinyl-coated nylon cloth cylinder approximately 5 1/2 inches in diameter. The length can be varied as needed depending on the equipment to be protected, but we have found that lengths of 24, 30 and 36 inches give satisfactory results for most equipment. . The fabric of the cushioning element 14 may be constructed of, for example, 6.1 ounce nylon, which may be vinyl coated to a weight of 22 ounces per yard. Such materials can withstand hydrostatic pressures of 300 lb/in ² or more.

A cell insert 16 provided with an orifice having sharp edges is fixedly provided at each open upper end of the damping element 14 . At the time of the collision, Tohnw.
Water is controllably ejected from the damping element 14 through an orifice at turbulent viscosity in the manner described in US Pat. The dimensions of the orifice are the speed limit,
It is predetermined based on vehicle weight, desired deceleration rate, and other factors. The damping elements 14 are arranged in rows as shown at 20 substantially parallel to the bucking member 12. A row 20 of damping elements 14 is mounted on the inner panel 22 and diaphragm member 24.

Towards the front end of device 10, indicated generally at 30, the lateral dimensions of inner panel 22 and row 20 are reduced, thus allowing the number of damping elements 14 in row 20 to be reduced. At regular intervals, diaphragm members 24 extend laterally from the associated row 20 to permit pivotal attachment of fender panels 32, which are attached by hinges 34 having removable pins. It is constructed so that the fender panels can be easily replaced. The fender panel 32 extends rearwardly from the associated diaphragm member 24 to form the inner panel 2.
2 and the buffer element 14 to form a buffer chamber generally indicated by 36.

Each buffer chamber 36 has a smaller width in the direction away from the bucking member 12 than the buffer chamber 36 located forward thereof, so that the buffer chambers telescope into each other in the event of a collision. The fender panel 32 is configured to extend sufficiently rearwardly from the associated diaphragm member 24 to overlap the portion of the fender panel 32 associated with the rearwardly adjacent diaphragm member 24 . The rearmost fender panel 32 overlaps the bucking member 12 and is separated from the bucking member by one damping element 14 to provide cushioning in the event of a side impact to the shock damping device 10.

Diaphragm member 24 may be constructed, for example, from 1 1/2 inch thick laminated wood coated with fiber reinforced plastic on both sides. The fender panel 32 may be constructed of any suitable material, such as, for example, 3/4 to 1 1/4 inch thick plywood coated with a low coefficient of friction fiber reinforced plastic on both sides. is preferred. Inner panel 22 may be constructed of 1/2 inch thick plywood, preferably enamelled on both sides. The thickness of the inner panel 22, diaphragm member 24, and fender panel 32 may vary from the dimensions described above depending on the crash force to be protected by the impact damping device 10.

Immediately adjacent the first diaphragm member 24, the forward end 30 is provided with a forward group 42 of damping elements 14 as described in the aforementioned US Pat. No. 3,503,600. Inner panel 22 and diaphragm member 24
Instead of being mounted on the front group 42, the damping element 14
are preferably supported by hollow vinyl plastic cylinders 44 stacked on top of each other as shown in FIG. The damping elements 14 of the front group 42 are surrounded by a flexible front end cover 46 which is secured to the first fender panel 32 by suitable fasteners such as wood screws 47. The flexible front end cover 46 may be formed of plastic, such as vinyl, and may be provided with slots for the passage of cables, as shown in FIG.

The two restraining cables 48 are tightly tightened to the rigid bucking member 12 and are connected to the fixed anchor assembly 54 through reinforced holes provided in the diaphragm member 24.
The mounting bracket 52 is extended forward. 2
The position of the reinforced hole 50 in the diaphragm member 24 located in front of the diaphragm member 24 is gradually lowered so that the restraining cable 48 can be passed within one plane as shown in FIG. A restraining cable 48 also passes along the side edge of the inner panel 22 and
The inner panel is provided with a metal reinforced side portion that can contact the restraining cable 48 to protect it from excessive wear. A restraining cable 48 extends horizontally rearwardly from the third diaphragm to the rigid bucking member 12.

A second pair of cables 58 are provided between the forward end diaphragm member 24 and the smaller mounting bracket 60 of the anchor plate 54. Second
Cable 58 is attached to the front end diaphragm member by eye bolts 59, as shown in FIG. 1, to maintain shock damping device 10 in its normal position until a collision occurs. The second cable 58 is provided with a turnbuckle 62 to facilitate tensioning of the second cable 58 and is provided with a shear pin 64 for shearing in the event of a collision. Metal sliding strips 72 and 74 are provided on the underside of the diaphragm member 24 along the length of the shock damping device 10 to facilitate movement of the diaphragm member and reduce wear in the event of a collision. .

A pullout cable 66 is attached to the corner of each diaphragm member 24 by cable clamps 68 provided at the four corners of each diaphragm member 24. A rope 70 is provided at the front end of each pull-out cable 66, and after a collision, the rope 70
Shock damping device 1 by applying a tensile force to 0
0 can be returned to its initial shape. The extraction cable 66 also cooperates with the damping element 14 in the event of a side impact to transfer impact energy to improve energy absorption and dissipation.
The turnbuckle 62 maintains the extraction cable 66 taut against the shock damping device 10 until a collision occurs.

A feature of the present invention is that the fender panel 32 is self-righting. spiral spring 76
fender panel 32 by suitable fasteners, such as, for example, lug-type threaded holes 78 and 80.
The fender panel is rotatably attached to the diaphragm member 24 to which it is connected, as shown in FIGS. 2 and 3. The helical spring 76 urges the fender panel 32 laterally inwardly against the overlying adjacent rear fender panel 32.

Preferably, the helical spring 76 is constructed of a stainless steel extension spring to prevent corrosion and to allow extended extension without permanent deformation. The helical spring 76 is particularly useful when the associated fender panel 32 and diaphragm member 24 bridge to form a generally isosceles triangle as shown. In the preferred embodiment, the helical spring extends horizontally to the base of the isosceles triangle, and the sides of the isosceles triangle formed by the fender panel 32 and the diaphragm member 24 measure 4 11/16 inches. shall be. With such a spacing, the helical spring 76 can be positioned laterally outward of the row of buffer elements 14, thereby preventing interference with the buffer elements.

Of course, the material and dimensions of the helical spring 76 are determined by the dimensions of the shock damping device 10 and the anticipated dimensions and speed of the vehicle. For a representative installation, applicant uses a helical spring 76 No. E11 25-105-6500-5 supplied by Associated Spring Corporation of Simsbury, Conn., USA. I made sure that it was possible. This spring has a coil diameter of 1 1/8 inches (28.58 mm).
Wire diameter is 0.105 inches (2.67 mm), unextended length is 6.5 inches (165.1 mm), maximum extended length is 15.2 inches (386.59 mm), and spring constant is 3.9 lb/in (0.683 Newtons/in). mm).

In addition to the helical spring 76, the fender panel 32 is secured to the fender panel 32 by a wire clip 82 secured to the fender panel 32 by a hexagon head lag screw 84.
are held laterally inward in their respective normal positions. The wire clip 82 is a wire with a lag screw 8 attached to one end.
4, and the free end is wrapped around the upper pull-out cable 66. The wire of the wire clip 82 is selected to be such that it can easily bend during processing and during use of the shock damping device 10, but such that in the event of a particular type of collision, the lead-out cable will be released by the wire clip. . The preferred wire is Federal Specification QQW461 plated No. 10 (0.135 inch or
It is best to use one with a diameter of 3.43 mm.

The restoreable fender panel according to the present invention comprises:
In addition, the recoverable fender panel is not limited to use with a first shock damping device 10 having a liquid-filled damping element 14 as shown in FIGS. As shown,
A second shock damping device 88 having dry damping elements 90 and 92 may be used. Buffer element 90
and 92 have expanded mica cells wrapped in wire and asphalt coated foil as described in US Pat. No. 3,666,055. These mica cells collapse upon impact, compressing the damping elements 90 and 92, thereby absorbing and dissipating energy. First shock damping device 1 by wrapping with wire
Buffer element 9 in a similar manner to the action of orifice 0
0 and 92 crushes can be adjusted.

Next, the operation of the preferred embodiment configured as described above will be explained.

A vehicle that collides with the first impact damping device 10 first contacts and compresses the front shock absorbing element group 42 located at the tip of the diaphragm member 24 at the front end. Due to the low position of the anchor assembly 54, the vehicle passes over the anchor assembly without colliding with it. A part of the collision energy of the moving vehicle is transferred to the shock absorbing element 1 of the front group 42.
4 through an orifice in the cell insert 16. 5 and 6 illustrate the second shock damping device 88 in such pre-crash and crash conditions.

As the vehicle continues to move, the front group 42 is forced rearwardly and the remaining impact energy is transferred to the front end diaphragm member 24, which slides rearwardly on the sliding strips 72 and 74. , compressing the damping element 14 into the chamber on the rear side of the leading end diaphragm member. The remaining portion of the impact energy is absorbed and dissipated by the damping element 14 by expelling fluid within the damping element 14 through the orifice at a rate commensurate with the impact force. Diaphragm member 24 and inner panel 22
distributes the impact force evenly among the damping elements 14 within each row 20. Since the chamber buffer element 14 is compressed,
A force is applied to successive diaphragm members 24 which cause sliding strips 72 and 74
, and applies a compressive force to the leading chamber of the damping element 14.

The energy absorption and dissipation actions described above are repeated in sequence, and the remaining force of the impact is transmitted to the preceding adjacent diaphragm member 24. The heavier the vehicle, the greater the speed, and the greater the number of sequential diaphragm movements required to dissipate kinetic energy and bring the vehicle to a stop. Each diaphragm member 2
4 has a progressively wider width than the preceding diaphragm member, resulting in a stepped or telescopic effect. The greater the mass of the inner panel 22 associated with the array of damping elements 14 and the larger diaphragm member 24 closer to the bucking member 12, the greater the energy absorption capacity of the rear portion of the shock damping device 10. Therefore, as the vehicle moves toward the bucking member 12, the resistance force acting to stop the vehicle increases.

The fender panel 32 pivots outwardly on the hinge 34 against the helical spring 76 in response to the movement of the diaphragm members 24 relative to each other and the inertia of the fender panel 32 itself. As shown in FIG. 6, upon impact, the wire clips 82 straighten to release the fender panel 32. The outward rotation of the fender panel 32 requires an additional expenditure of energy, whereby the device has the effect of further slowing the movement of the vehicle. During a collision, while compressing the buffer element 14, the diaphragm member 2
4 move towards each other, the restraining cable 48 controls the movement of the diaphragm 24 and the shock damping device 1
0 from bending in the horizontal and vertical directions. In the event of a collision, the second cable 58 is broken and loosened from the smaller mounting bracket 60 of the anchor plate 54. After a collision, the fender panel 32 is returned to its normal position by the spring 76.

The impact damping device 10 also ensures redirection of impacts to side angles. The vehicle crash force maintains the fender panel 32 on the impact side of the impact damping device 10 in an inward position, acting as a fender and deflecting the vehicle away from the impact damping device 10. Instead of directing the vehicle towards the path it has traveled, it is ensured that the vehicle is damped in a direction substantially parallel to the shock damping device 10.

The restraint cable 40 resists lateral movement but deforms sufficiently to reduce the impact forces acting against the vehicle. By lowering the coefficient of friction on the outer surface of the fender panel 32, the vehicle can easily slide along the fender panel 32 after a collision. Because the amount of vehicle penetration into the shock damping device 10 is small and the frictional forces created between the vehicle and the fender panel 32 are relatively small, the vehicle is redirected without pocketing and Never spins. The extraction cable 66 prevents the diaphragm members 24 from moving away from each other, thereby maintaining pressure on the damping element 14 during a side impact.

From the foregoing it can be seen that an improved restoreable fender panel for a reusable impact damping device has been disclosed. The fender panels particular to this invention are held laterally inward in a normal position to eliminate flapping of the fender panels prior to a crash, and are released to absorb and dissipate energy during a crash. After a collision, the fender panel is restored to its normal position even though the chamber of the damping element is collapsed and the diaphragm members are positioned closer together. The fender panels can be installed and serviced inexpensively and conveniently and improve the operation of the impact damping system in the event of a second crash before the impact damping system is serviced.

It will be appreciated that various modifications to the preferred embodiments described above may be made by those skilled in the art. for example,
Other biasing devices of different shapes can be used in place of the helical spring described above. Similarly,
Other means of attachment to the biasing device can be used. Accordingly, the above detailed description is given by way of example only and is not limited to the above described example, but can be practiced with modification, including all equivalents, within the scope of the invention.

[Brief explanation of drawings]

FIG. 1 is a perspective view of a portion of a first impact damping device having a restoreable fender panel according to the present invention;
2 is a plan view of a portion of the shock damping device of FIG. 1 showing the two chambers of the damping element and the associated reversible fender panel; FIG. 3 is a cross-section taken along line 3--3 of FIG. FIG. 4 is an enlarged cross-sectional view of a portion of the restorable fender panel according to the present invention shown in FIG. 4; FIG. 4 is a cross-sectional view of a portion of the impact damping device of FIG. 6 is a plan view of the second impact attenuation device having a restorable fender panel according to the present invention before a collision, and FIG. 6 is a plan view of the impact attenuation device when the impact attenuation device of FIG. DESCRIPTION OF SYMBOLS 10... Impact damping device, 12... Buckling member, 14... Buffer element, 22... Inner panel, 2
4... Diaphragm member, 32... Fender panel, 34... Hinge, 36... Buffer chamber, 48...
... Suppression cable, 58 ... Second cable, 70 ...
... loop, 76 ... helical spring, 82 ... wire clip, 88 ... second shock damping device, 90,
92...Buffer element.

Claims (1)

[Scope of Claims] 1. A rigid backing member configured to be provided adjacent to a fixed structure, and a plurality of damping elements provided in a row extending in front of the backing member to absorb and dissipate energy. , a plurality of diaphragm members spaced within the row and extending laterally outwardly of the row, and a non-rigid coupling device interconnecting the bucking member and the diaphragm member. In an impact attenuation device, a plurality of fender panels are rotatably connected to a laterally projecting end of a diaphragm member and partially overlap a fender panel connected to a subsequent diaphragm member, and each fender panel is connected to a fender panel. The panel includes a biasing device interconnected to the diaphragm member to which the panel is rotatably connected, the biasing device biasing the fender panel laterally inwardly toward the normal position and against the trailing diaphragm member prior to impact. The biasing device is configured to abut the coupled fender panels against the impact damping device, but to return the fender panels to a normal position after the fender panels are pushed outward, as would occur in a frontal impact of the impact damping device. A reusable shock damping device characterized by: 2 the biasing device comprises a helical spring;
The spring according to claim 1, wherein a first end of the spring is connected to a fender panel, and a second end is connected to a diaphragm member to which the fender panel is rotatably connected. Shock damping device available. 3. Claim 2, wherein the helical spring forms a substantially isosceles triangle with the diaphragm member and the fender panel.
Reusable impact damping devices as described in Section 1. 4. Reuse according to claim 3, wherein the helical spring is rotatably connected to a diaphragm member laterally outward of the row of buffer elements so as not to interfere with the buffer elements. Possible shock damping device. 5. The reusable shock damping device of claim 2, wherein the helical spring is a stainless steel extension spring having a spring constant of 3 to 6 pounds per inch. 6 a releasable clip mounted on each fender panel engageable with a non-rigid coupling device to releasably hold the fender panel against overlapping fender panels connected to a continuous diaphragm member; The reusable vehicle according to claim 1, wherein the reusable vehicle is configured to suppress flapping of the fender panel before a collision, and release the fender panel under a collision condition to absorb and dissipate energy. Shock damping device. 7. The non-rigid coupling device comprises a cable tensioned along the edge of the diaphragm member, and the releasable clip comprises a wire wrapped at least partially around the cable, and the releasable clip comprises a wire wrapped at least partially around the cable to secure the fender panel under impact conditions. 7. A reusable shock damping device as claimed in claim 6, characterized in that the wire is sufficiently straight to be released from the cable.